Combined air motor and compressor for starting internal-combustion engines.



H. A. LORD. COMBINED AIR MOTOR AND COMPRESSOR FOR STARTING INTERNAL COMBUSTION ENGINES.

APPLIOATION FILED MAY 23, 1912.

3 SHEETS-SHEET 1.

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1,080,289. Patented Dec. 2, 1913.

H. A. LORD.

COMBINED AIR MOTOR AND COMPRESSOR FOR STARTING INTERNAL COMBUSTION ENG-INE S. APPLI-GATION FILED MAY 23, 1912.

1,080,289, Patented Dec. 2, 1913.

3 SHEETS-SHEET 2.

H. A. LORD. COMBINED AIR MOTOR AND COMPRESSOR FOR STARTING INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAY 23, 1912.

1,080,289, 7 Patented Dec. 2, 1913.

3 SHEETS-SHEET 3.

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TINTTED STATES PATENT @FFTCE.

HARRY A. LORD, OF SOUTH PASADENA, CALIFORNIA.

COMBINED AIR MOTOR AND COMPRESSOR FOR STARTING INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Application filed May 23, 1912. Serial N 0. 700,347.

To all whom it may concern Be it known that I, I'IARRY A. Loan, a citizen of the United States, residing at South Pasadena, in the county of Los Angeles and State of California, have invented a new and useful Combined Air Motor and Compressor for Starting Internal-Combustion Engines, of which the following is a specification.

My invention relates to improvements in combined air motors and compressors for starting internal combustion engines, and the object of my invention is to provide a combined air motor and compressor to be operated from the seat of an automobile to compress air and start the engine. I attain this object by means of the mechanism illustrated in the accompanying drawings, in Which- Figure 1- is a plan view of the head of the compressor. Fig. 2 is a sectional elevation of the same on the line X X Fig. 1. F ig'. 3 is an end elevation showing the gears. Fig. 4- is a sectional view on the line X -X Fig. 2. Fig. 5- is a sectional view on the line X X Fig. 1. Fig. 6 is a sectional view on the line X -Y Fig. 7. Fig. 7- is a View in horizontal cross section of the compressor. Fig. 8- is a sectional view on the line X -X Fig. 1. Fig. 9 is a plan vie-wof the rotary valve. Fig. 10- is a perspective view of the piston cut off. i

The head 1 has bored in it the atmospheric air inlets 2, 2, 2, the tank inlets 2, and the piston way 3 in which is the piston valve 4 having formed-in it the recesses 5. The rotary valve 6 is revolubly seated in'the valve way 7 and has the recesses 8 formed in it. Below the head 1 are the three cylinders 9, 9, 9, in which are the pistons 10, 10, 10, attached to the crank shaft 11 which is journaled in the bearings 12 in the shaft-casing 13. The gear 14 on the shaft is adapted to engage the gear 15 on the casing, which in turn engages the gear 16 on the end of the rotary valve 6.

The cylinders 9 are connected with the atmospheric inlets 2 and with the exhaust ports 19, which are connected by the piston valve 4 and the rotary valve 7 when in certain positions. Another air passage, 21, is connected with the cylinder at the tank outlet 18 and with the tank conduit 22, one end of which is attached to the air tank 22 and the other to the motor air inlet 23. In this conduit, between its two junc tions with the cylinder head, is the cut off valve 24 to which is attached the lever A lever 26 is fulcrumed to the head 1 and one end of it is pivoted to the piston valve 4. This lever and the valve lever 25 are connected by a bell crank fulcrum to the automobile, not shown, by which both may be operated simultaneously to open the ports between the cylinders and the tank conduit and to push the piston valve inward, or vice versa.

The gear 27 is keyed onto the shaft 11, and by it connection may be made with the engine (not shown).

In Fig. 5 is shown the passage 21 between the cylinders and the piston valve 4. Passing the piston valve the passage runs at right angles until it reaches the rotary valve way 6 into which it turns at right angles to its course. From the valve way 6 it connects with two outlets, 23 to the tank conduit 22 and the exhaust outlet 19. The discharge valve 18 has the spring held piston 28 in the valve way provided with the perforations 29, and the spring 30 between the piston and the valve. The intake suction valve 31 Fig. 8 operates similarly to the discharge valve but to draw atmospheric air into the cylinders. In the operation of the machine as an air motor, air is introduced from the tank through the supply pipe or conduit 22 to the motor. The piston valve 4 is set to register its recesses with the ports in the head of the cylinder. The rotary valve is so set that it will start from any position in which it may have been stopped. In changing from motor to compressor, the piston valve is operated longitudinally, until the ports of the cylinder are closed, and at the same instant the shut ofi valve 24 to the supply line is also closed and the motor takes up the load as a compressor, the air entering through the longitudinal ports, and through the conduit to the tank.

In the operation of this machine as a motor the automatic intake and discharge valves in the cylinder do not conflict in any manner but are entirely automatic in their operation nor do they conflict in any manner when the machine is running as a motor.

In the operation of the machine as a compressor, the piston valve is shifted longitudinally until all ingress and egress of air 

